Miniature coupler



Nov. 11, 1952 a, 600m;

MINIATURE COUPLER 4 Sheets-Sheet 2 Filed Feb. 11, 1949 Nov. 11, 1952 R.B. GOODE 2,617,541

MINIATURE COUPLER Filed Feb. 11, 1949 4 Sheets-Sheet 3 Nov. 11, 1952 R.B. GOODE 2,617,541

MINIATURE COUPLER Filed Feb. 11, 1949 4 Sheets-Sheet 4 9 42 II II I 11YIT 1| l l l/l V A 52,

INVENTOR ZiomZcYfl /QTG/ AT'EORNEY Patented Nov. 11, 1952 UNITED STATESPATENT OFFICE.

MINIATURE COUPLER Ronald B. Goode, Shreveport, La. Application February11, 1949, Serial No. 75,949

3 Claims. 1.

This invention relates to train coupling and uncoupling devices andparticularly those used in connection with miniature or model railroads.

Heretofore, the automatic couplers available for this application havebeen forced to forego any resemblance to full sze couplers, in order toobtain satisfactory mechanical operation at the reduced size. Anycouplers that did conform to the correct outward appearance were eithertoo expensive or too bulky for use on the smaller gauges of modelrailroads which are the most popular.

My invention solves this problem by furnishing an extremely simplemechanism which can be made to simulate the appearance of a full sizecoupler, without impairing its normal operating functions. It is, at thesame time, cheaply adaptable to the smallest sizes.

It is an object of my invention to provide a car coupling and uncouplerwhich are designed to be automatically coupled and uncoupled.

Another object is to provide uncoupling means at designated locations onthe track without manual assistance. I

A further object is to efiect coupling by sulficient force exerted bycontact of two cars.

Still another object is to provide uncoupling constructions which may beoperated manually or electrically.

A still further object is to provide couplers which will reduceaccidental uncoupling to a minimum.

An additional object is to provide a construction which more nearlyapproaches, in miniature, that of a full scale car coupling mechanism.

Figure 1 is a top plan view of one of the two main coupler elements;

Figure 2 is a top plan View of the other main coupler element;

Figure 3 is a side elevation of the 'first coupler element;

Figure 4 is a side elevation of the other coupler element;

Figure 5 is a diagrammatic view of the track ramp operatingconstruction;

Figure 6 is a side elevation of two coupled cars just prior to theirrelease;

Figure 7 is an enlarged fragmentary view showing the position of thecoupler heads just before engagement by the ramp;

Figure 8 shows the relative position of the pairs of couplers as'forceis exerted to couple Figure 9 is a similar plan view after coupling isaccomplished; I

ure 10 is a part al p n ew to indicate the 2 relative position of thecoupler when the car is operating on a curved track and also showsspring action againstcoupler elements;

Figures 11, 12 and 13 are plan views of couplers with different springconstructions for applying pressure to the coupler parts;

Figure 14 is a perspective of a modification of the main couplerconstruction;

Figure 15 is a modification of a coupler pin;'

Figure 16 is a top plan view of an assembled coupler of the type shownin Figure 14;

Figures 17 and 18 are plan views of these separate coupler elements;

Figure 19 is a modification of the spring construction applied to thetype. of couplers shown in Figures 1 and 2 shown inassembled position;and

Figures 20 and 21 are individual plan views of the construction shown inFigure 19;

Figure 22 is a diagrammatic sectional view of a railroad track showing amechanical form of operation of the ramp applied thereto, while Figure'23 is a similar diagrammatic sectional view showing the ramp operatedby a solenoid device,

In the drawings, the numeral 10 represents one of the coupler elements,while I2. denotes the companion coupler element. The coupler element It]comprises a main coupler plate M with an enlarged knuckle or jaw 16having a recessed portion [8 and a lug 20,. The lug 201s of general hookformation and extends approximately at right angles to the couplerplate. I

The companion coupler element l2 includes the plate portion 22 having anenlarged'fjaw 24 with a prong portion 26 extending upwardly at about a45 angle. The couplers I0 and I2 are apertured at 28 and 30,respectively, for a purpose to be subsequently described.

These coupler elements are adapt d to be assembled, one over the other,on the ends of a car 32, as indicated in Figures 8 and 9, by means ofpins 34 which will permit the coupler elements I ll and I2 to freelypivot about the pins 34 secured to the car 32. w 7

The coupler units, as assembled, are adapted to be pivotally mounted onpins 34 on the ends of cars in such a way that they will be in reversealigned position. It is apparent that when contact of two cars isefiected with suflicient force, the lugs 20 will slide pas liach otherand force opposing jaws 26 outwardly. The cooperating lugs and jaws areso shaped to permit them to slide over each other to effect the desiredobjec tives of coupling 0r uncoupling engagement. This action isparticularly shown in Figure 8 where sufiicient spreading or separationof the two elements and I2 is accomplished. It is to be further noticedthat the two elements are normally maintained in a parallel relationshipby springs 36, secured to the cars at 38, which press against the sideedges of the coupler elements [0 and [2 to maintain the opposingcouplers in aligned relationship as well as to keep the lug and jawelements in closed position. This is clearly shown in Figure 9 whereclosing or engagement of these elements have just been effected. Theamount of tension in these springs is adequate to efiect the closing ofthe engaging elements but will not preclude the spreading or separationof these elements when coupling or uncoupling. Obviously, the force orpressure exerted in each operation is suflicient to overcome the forceor tension of the springs.

Secured to the jaw portion of the coupler elements H) are pins 48 whichextend downwardly an appreciable distance for a purpose later to beexplained. It is to be noticed that these pins All in the couplerelements l9 do not contact or interfere with the pivotal action of thecoupler elements l2.

Referring particularly to Figures 5 and 6, a railroad track is indicatedat 42 with the cars 32 shown connected. A ramp 44, of canoe shapedconstruction, is mounted for vertical movement at 46 and under controlof springs 48 which normally holds the ramp in lowered position asindicated in dotted lines. The pins 40 are of such length that theyextend far enough below the couplers to permit of engagement with theramp when it is in the raised position but sufiiciently high enough topreclude striking of the track or ties. It is to be further observedthat the ramp is high enough above the ties when in operating positionto allow contact with pins 46 but not enough to prevent the passage ofthe cars thereover. The pins are rigidly attached to the couplers and asufficient force, such as exerted by the diverging or increasing widthof the ramp at its center, will contact the tip of the pins andprogressively transmit this force to the jaws l6 and effect a separationof the lugs 20 outwardly from each other. This is further shown inFigure 7 which indicatesthe effect of the contact of the ramp withrespect to pins 40. The movement of the ramp 44 to operative orinoperative position can be accomplished electrically by solenoids ormanually where conventional operating mechanism may be used.

In Figure 10, the relative lateral movement of the couplers is indicatedwhen the car carrying the couplers is moving on a curved track.Obviously, the positions of the couplers with respect to the cars willbe proportionally changed as the couplers pivot horizontally about theirpivots. It is to be noticed that the springs 36 are maintained inposition by keepers or guard pins 50. Fig. 10 also shows opening actionof elements I 9 and I2 against springs.

In Figures 11, 12 and 13, modifications of the springs are shown. InFigure 11, the springs 52 are designed to efiect a horizontal force inthe direction of the arrows. In Figure 12, the springs 54 may beintegrally formed with the coupler plates and, of course, accomplish thesame objectives as the springs 36, with the keepers 56 functioning inthe same manner as keepers 58. Here the springs exert a force in acomparable direction as that of springs 38. In Figure 13, the springs58, secured at 60, exert a pull in the direction of the arrows but they,due to the force below the pivot 34, also cause the jaws and lugs tomove in the direction of the arrows at this location and cause theclosing of the jaws and lugs to maintain them in the desiredrelationship.

Referring particularly to Figure 14 which indicates anothermodification, the two coupler elements 82 and 64 are shown mounted in asubplate or container 66. The couplers have similar jaws 26 and lugs 29'which extend through a suitable opening 68 in the container 66. Springs'18 are provided to accomplish the same objective as the springs 36. Inthe forms shown in the earlier views, the couplers themselves werepivotally secured at 34' to the car floors but in this modificationappropriate lugs 10 are formed on the sides of the container 66 which isadapted to be secured to the car floor by any conventional means asscrews 12.

The purpose of this construction is to allow the assembled couplers tobe sold and installed as a single unit. The container could be shaped sothat its sides would have the same efiect on the springs 18 as thekeepers 50 and hold the springs under proper tension. When uncouplingpressure is exerted by contact of the ramp 44 with pins 40, the couplerswould tend to roll over instead of opening up; so fiat toes orextensions 14 and 16 have been provided to prevent this.

In Figures 16, 1'7 and 18, the assembled and individual coupler elementsare shown with the springs 18 shown attached as will be moreparticularly shown and described in the following figures.

It may be advisable, in actual production and volume sales, tomanufacture the couplers and springs as a unit and, accordingly, inFigures 19, 20 and 21, the springs 18 would be molded to or formedintegral with the coupler elements H1 and I2, and could be of asemi-elastic plastic material.

While the thickness of the two coupler elements have been shownapproximately the same, it would be more advantageous to have thecoupler element It to be of an increased or larger thickness, asindicated in Figure 14, for the pulling knuckle or lug 20 carries thepull load in that a greater resistance to the twisting action upon theapplication of force is occasioned. However, in both couplers, thethickness is at a minimum.

In the modification shown in Figure 15, the pin 49', which could bemolded to the jaw I6, is designed to curve forward and downward slightlyto resemble or simulate air hoses used between cars and give the desiredefiect of the construction on railroad cars and still adequatelyfunction as operative means for uncoupling.

In Figure 22, a conventional track base and ties 52 are shown with anopening 89 provided to permit vertical movement of the ramp supportingmember 82. A hook 84 on its lower end is connected to a cord cable 86which passes through a ring 88 secured in the track base 42. Theopposite end of the cable 88 is operatively connected to a conventionalmanual control lever 90. Clockwise movement of this lever 90 will lowerthe ramp 44 into inoperative position to prevent contact by the pins 40.

In Figure 23, a conventional solenoid device 92 is disclosed to effectvertical movement of the ramp 44 and ramp supporting member 82. Assimilarly shown in the modification disclosed in Figure 22, the ramp 44is moved up into operating position to be contacted by pins 40 and byoperation of the solenoid is lowered to inoperative position so as notto be contacted by the pins 40 shown in Figure 5.

While the preferred forms of this invention have been illustrated anddescribed, it is not desired to limit the disclosure to the precisedetails of construction shown, but to take advantage of such variationsand modifications which come within the scope of the appended claims.

I claim:

1. A miniature railroad trackway including a pair of running rails andan uncoupling ramp mounted on the trackway and disposed between therunning rails, model railway vehicles having pivotally mounted couplersbeing urged by resilient means to normal coupling positions, said ramphaving pointed end portions spaced longitudinally with respect to therails and laterally spaced apart intermediate contact portions, astriker depending from each of said couplers, said couplers wheninterengaged are adapted to be uncoupled by the engagement of therespective associated strikers with said ramp thereby moving laterallyapart said strikers and causing their connected couplers to pivot inopposite directions and uncouple the vehicles, said couplers comprisingtwo plate portions, one being provided with a hooked portion and theother with a prong portion, and said resilient means comprising springssecured to said cars and adapted to springly engage the sides of saidcoupler plates to urge them into closed position.

2. A miniature railroad trackway including a pair of running rails andan uncoupling ramp mounted on the trackway and disposed between therunning rails, model railway vehicles having pivotally mounted couplersbeing urged by resilient means to normal coupling positions, said ramphaving pointed end portions spaced longitudinally with respect to therails and laterally spaced apart intermediate contact portions, astriker depending from each of said couplers, said couplers wheninterengaged are adapted to be uncoupled by the engagement of therespective associated strikers with said ramp thereby moving laterallyapart said strikers and causing their connected couplers to pivot inopposite directions and uncouple the vehicles, said couplers comprisingtwo plate portions, one being provided with a hooked portion and theother with a prong portion, and said resilient means comprising springssecured to said cars and adapted to springly engage the sides of thecoupler plates to urge them into closed position, and means to limit theoutward pivoted movement of said plates comprising stops positioned inthe path of movement of said springs.

3. An automatic coupling mechanism for miniature railroad cars, anuncoupling ramp mounted on a trackway and disposed between the runningrails, pivotally mounted couplers on said cars, said couplers beingurged by resilient means to normal coupling positions, said ramp havingpointed end portions spaced longitudinally with respect to the rails andlaterally spaced apart intermediate contact portions, a strikerdepending from each of said couplers, said couplers when interengagedare adapted to be uncoupled by the engagement of the respectiveassociated strikers with said ramp thereby moving laterally apart saidstrikers and causing their connected couplers to pivot in oppositedirections to uncouple the cars, said couplers comprising two platemembers, one provided with a hooked portion and the other with a prongportion, and said resilient means compirsing springs secured to saidcars and adapted to springly engage the sides of the coupler plates tourge them into closed position.

RONALD B. GOODE.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES PATENTS Number Name Date 158,541 Street Jan. 5, 1875244,827 Smith July 26, 1881 365,738 Farwell June 28, 1887 535,361 DepewMar. 12, 1895 700,782 Kohn May 27, 1902 1,372,728 Townsend Mar. 29, 19211,885,813 Fickeissen Nov. 1, 1932 2,263,959 Tyler Nov. 25, 19412,318,741 Bowen et al May 11, 1943 2,558,383 Pritchard June 26. 1951

